IPC분류정보
국가/구분 |
United States(US) Patent
등록
|
국제특허분류(IPC7판) |
|
출원번호 |
US-0895408
(2004-07-21)
|
우선권정보 |
JP-2003-284325(2003-07-31) |
발명자
/ 주소 |
|
출원인 / 주소 |
|
대리인 / 주소 |
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인용정보 |
피인용 횟수 :
11 인용 특허 :
7 |
초록
▼
A combustion control apparatus operates an internal combustion engine in a split retard combustion mode during regenerating an exhaust purifier such as a NOx trap. In the split retard combustion mode, the combustion control apparatus controls a first fuel injection to cause preliminary combustion at
A combustion control apparatus operates an internal combustion engine in a split retard combustion mode during regenerating an exhaust purifier such as a NOx trap. In the split retard combustion mode, the combustion control apparatus controls a first fuel injection to cause preliminary combustion at or near top dead center, and controls a second fuel injection to cause main combustion after an end of the preliminary combustion. In this manner, the combustion control apparatus controls an exhaust gas temperature, or an exhaust air-fuel ratio, without increasing exhaust smoke. During the split retard combustion mode, the combustion control apparatus controls a quantity of the first fuel injection, in accordance with an ignition lag of the preliminary combustion.
대표청구항
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What is claimed is: 1. A combustion control apparatus for an internal combustion engine, comprising: an exhaust purifier in an exhaust passage of the engine; a combustion controlling actuator for causing combustion in a combustion chamber of the engine; a controller for controlling the combustion
What is claimed is: 1. A combustion control apparatus for an internal combustion engine, comprising: an exhaust purifier in an exhaust passage of the engine; a combustion controlling actuator for causing combustion in a combustion chamber of the engine; a controller for controlling the combustion controlling actuator; and the controller configured to perform the following: switching a combustion mode between a normal combustion mode and a split retard combustion mode, in accordance with an condition of the exhaust purifier; performing the following in the normal combustion mode: producing normal combustion to generate an output torque of the engine; and performing the following in the split retard combustion mode: producing preliminary combustion at or near top dead center, to release a predetermined quantity of heat in the combustion chamber; starting main combustion at a timing later than a start timing of the normal combustion in the normal combustion mode, after an end of the preliminary combustion, to generate the output torque of the engine; determining an ignition lag between a start timing of a first fuel injection for the preliminary combustion and a start timing of the preliminary combustion, in accordance with an operating condition of the engine; and adjusting a first fuel injection quantity of the first fuel injection, in accordance with the ignition lag of the preliminary combustion. 2. The combustion control apparatus as claimed in claim 1, wherein the controller is configured to increase the first fuel injection quantity in accordance with increasing ignition lag of the preliminary combustion, in the split retard combustion mode. 3. A combustion control apparatus for an internal combustion engine, comprising: a fuel injector for injecting fuel directly into a combustion chamber of the engine; a controller for controlling the fuel injector; and the controller configured to perform the following: switching a combustion mode between a normal combustion mode and a split retard combustion mode, in accordance with an operating condition of the engine; performing the following in the normal combustion mode: controlling a normal fuel injection to produce normal combustion to generate an output torque of the engine; and performing the following in the split retard combustion mode: controlling a first fuel injection to produce preliminary combustion at or near top dead center, to release a predetermined quantity of heat; starting a second fuel injection at a timing later than a start timing of the normal fuel injection in the normal combustion mode, to start main combustion after an end of the preliminary combustion, to generate the output torque of the engine; and determining an ignition lag between a start timing of the first fuel injection and a start timing of the preliminary combustion, in accordance with the operating condition of the engine; and adjusting a first fuel injection quantity of the first fuel injection, in accordance with the ignition lag of the preliminary combustion. 4. The combustion control apparatus as claimed in claim 3, further comprising a condition sensor for collecting information needed to determine the operating condition of the engine. 5. The combustion control apparatus as claimed in claim 4, wherein the controller is configured to perform the following in the split retard combustion mode: determining a variable in correlation with the ignition lag of the preliminary combustion, in accordance with the operating condition of the engine; and determining the ignition lag of the preliminary combustion, in accordance with the variable. 6. The combustion control apparatus as claimed in claim 5, wherein the controller is configured to increase the first fuel injection quantity in accordance with increasing ignition lag of the preliminary combustion, in the split retard combustion mode. 7. The combustion control apparatus as claimed in claim 5, wherein the controller is configured to perform the following in the split retard combustion mode: determining an incylinder temperature at top dead center of compression stroke as a variable in correlation with the ignition lag of the preliminary combustion; and increasing the first fuel injection quantity in accordance with decreasing incylinder temperature at top dead center of compression stroke. 8. The combustion control apparatus as claimed in claim 5, wherein the controller is configured to perform the following in the split retard combustion mode: determining an EGR rate as a variable in correlation with the ignition lag of the preliminary combustion; and increasing the first fuel injection quantity in accordance with increasing EGR rate. 9. The combustion control apparatus as claimed in claim 5, wherein the controller is configured to perform the following in the split retard combustion mode: determining an engine speed as a variable in correlation with the ignition lag of the preliminary combustion; and increasing the first fuel injection quantity in accordance with increasing engine speed. 10. The combustion control apparatus as claimed in claim 5, wherein the controller is configured to perform the following in the split retard combustion mode: determining a property of fuel as a variable in correlation with the ignition lag of the preliminary combustion; determining an ignition quality of fuel, in accordance with the property of fuel; and increasing the first fuel injection quantity in accordance with decreasing ignition quality of fuel. 11. The combustion control apparatus as claimed in claim 10, wherein the property of fuel is a specific gravity of fuel. 12. The combustion control apparatus as claimed in claim 5, wherein the controller is configured to perform the following in the split retard combustion mode: determining an excess air ratio as a variable in correlation with the ignition lag of the preliminary combustion; and increasing the first fuel injection quantity in accordance with decreasing excess air ratio. 13. The combustion control apparatus as claimed in claim 3, further comprising an exhaust purifier in an exhaust gas passage of the engine, wherein the condition sensor senses information needed to determine the condition of the exhaust purifier; and the controller is configured to switch the combustion mode, in accordance with the condition of the exhaust purifier. 14. The combustion control apparatus as claimed in claim 13, wherein the condition of the exhaust purifier includes a quantity of a trapped substance in the exhaust purifier. 15. The combustion control apparatus as claimed in claim 13, wherein the exhaust purifier comprises at least one of a particulate filter and a NOx trap. 16. The combustion control apparatus as claimed in claim 15, wherein the exhaust purifier comprises one of the particulate filter and the NOx trap; and the controller is configured to perform the following: producing a regeneration request for regenerating an associated one of the particulate filter and the NOx trap, in accordance with the condition of the exhaust purifier; and selecting the split retard combustion mode in response to the regeneration request. 17. The combustion control apparatus as claimed in claim 15, wherein the exhaust purifier comprises both of the particulate filter and the NOx trap; and the controller is configured to perform the following: producing a PM regeneration request for regenerating the particulate filter, in accordance with the condition of the exhaust purifier; producing a NOx regeneration request for regenerating the NOx trap, in accordance with the condition of the exhaust purifier; and selecting the split retard combustion mode in response to the PM regeneration request and the NOx regeneration request. 18. The combustion control apparatus as claimed in claim 3, wherein the controller is configured to perform the following in the split retard combustion mode: determining a basic quantity of the first fuel injection quantity, in accordance with an engine speed and an a second fuel injection quantity of the second fuel injection; and adjusting the first fuel injection quantity, based on the basic quantity of the first fuel injection quantity. 19. The combustion control apparatus as claimed in claim 18, wherein the controller is configured to perform the following in the split retard combustion mode: increasing the basic quantity of the first fuel injection quantity, in accordance with decreasing engine speed, and in accordance with decreasing second fuel injection quantity. 20. A combustion control apparatus for an internal combustion engine, comprising: exhaust purifying means for purifying exhaust gas; combustion controlling means for causing combustion in a combustion chamber of the engine; control means for controlling the combustion controlling means; and the control means configured to perform the following: switching a combustion mode between a normal combustion mode and a split retard combustion mode, in accordance with an condition of the exhaust purifier; performing the following in the normal combustion mode: producing normal combustion to generate an output torque of the engine; and performing the following in the split retard combustion mode: producing preliminary combustion at or near top dead center, to release a predetermined quantity of heat in the combustion chamber; starting main combustion at a timing later than a start timing of the normal combustion in the normal combustion mode, after an end of the preliminary combustion, to generate the output torque of the engine; determining an ignition lag between a start timing of a first fuel injection for the preliminary combustion and a start timing of the preliminary combustion, in accordance with an operating condition of the engine; and adjusting a first fuel injection quantity of the first fuel injection, in accordance with the ignition lag of the preliminary combustion. 21. A method of controlling combustion for an internal combustion engine including an exhaust purifier, the method comprising: switching a combustion mode between a normal combustion mode and a split retard combustion mode, in accordance with an condition of the exhaust purifier; performing the following in the normal combustion mode: producing normal combustion to generate an output torque of the engine; and performing the following in the split retard combustion mode: producing preliminary combustion at or near top dead center, to release a predetermined quantity of heat in the combustion chamber; starting main combustion at a timing later than a start timing of the normal combustion in the normal combustion mode, after an end of the preliminary combustion, to generate the output torque of the engine; determining an ignition lag between a start timing of a first fuel injection for the preliminary combustion and a start timing of the preliminary combustion, in accordance with an operating condition of the engine; and adjusting a first fuel injection quantity of the first fuel injection, in accordance with the ignition lag of the preliminary combustion.
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